Internal-combustion and air-compressing engine.



W. RISLEY. A I INTERNAL COMBUSTION AND AIR GOMPRESSING ENGINE.

' APPLICATION FILED NOV. 3, 190B. 937,7 1 7.

Patented Oct. 19,1909.

4 SHEETS-SHEET 1.

W. RISLEY. INTERNAL COMBUSTION AND AIR GOMPRESSING ENGINE.

APPLIOATION FILED NOV. 3, I908.

937,717. P9t9nted'0ct'.19,-1909. I

4 SHEETS-SHEET 2.

I I I l l I I W. RISLEY. INTERNAL GOMBUSTION AND AIR GOMPRESSING ENGINE.

- APPLICATION FILED NOV. 3, 1908. 937,71 7.

Patented Oct. '19, 1909.

H B E H S La I n"? H 1 4 l0 0 Q 9 m M "MY 1 V 5 L 6 9 amount oz 1 0,44 4,

I W. RISLEY.- INTERNAL COMBUSTION AND AIR COMPRESSING ENGINE. 'APPLIOA'I'ICN FILED 30v. 3, 1908.

Patented Oct. 19,1909.

4 SHEETS-SHEET 4.

2 20 ZQZ 1.95 g I 1.94

Q SvweMtoz ;:-&.- 7' d a Que (mu, 5

invirnn srnrns PATENT env ron.

WARD RISLEY, OF JACKSBORO, TEXAS, ASSIGNOR, BY DIRECT AND MESNE AESSIGN- MENTS, F ONE-HALF TO ZEPH L. RISLEY, OF JACKSBORO, TEXAS.

INTERNAL-COMBUSTION AND AIR-GOMPRESSING ENGINE.

Specification of Letters Patent.

. Patented Oct. 19, 1909.

Application filed November 3, 1908. Serial No. 460,824.

T 0 all whom it may. concern: v Be it known that I, VVARD RIsLEY, a citizen of the United States, residing at J acksboro, in the county of Jack and State of Texas, have invented certain new and useful Improvements in Internal-Combustion and Air-Compressing Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to a combined rotary internal combustion engine and an air compressor adapted tosupply air to said engine under pressure, and has for its object the production of a machine which Will ignite its fuel by the heat of compression, which, may be readily reversed through energy stored up by the air compressor; and

one which will be certain and simple in 0pv eration and comparatively cheap to const-ruct.

With these and other objects in view the invention consists in the novel details of construction and combinations of parts more fully hereinafter disclosed and particularly pointed out in the claims. Referring to the accompanying drawings forming a part of this specification in which like numerals refer to like parts in'all the views :-Figure 1, is a plan view of the combined engine and compressor. 2, is a longitudinal sectional view of the combined machines on, the line 22 of Fig. 1, looking in the direction of the arrow 2". Fig. 3, an end elevational View of the combined inachines looking in the direction of the arrow 3 in Fig. 1. Fig. 4, is a cross sectional 40 view of theengine on the line 44 of Fig. 2. Fig. 5, an end elevational view of the combined machines looking in a direction opposite to that of the arrow 3' in Fig. 1. Fig. 6, a crrv sectional view of the compressor' on the no 66 of Fig. 1. Fig. 7, a detail end elevation of the abutment, and Fig. 8, a cross section of the same on the line 88 of Fig. 7.

represents a suitable casting provided 50 with the cylinder 151, through which passes the shaft 152, on which is eccentrically mounted the piston 153, provided with the spring pressed packing bar 154. and 156 represent exhaust pipes, communicating with the exhaust ports 157 and 158 respectively, which are controlled by the valves 159 and 160, as shown.

161 represents an abutment more fully described below, 162 and 163 continuously rotating admission valves, 164 and 165 continuously rotating compression pistons operating in the cylinders 166 and 167 respectively, and provided with the pivoted abutments 168 and 169, as shown. These cylinders 166 and 167, their pistons 164 and 165 and their associated parts constitute duplicate com pression engines for the fuel supplies; Between the cylinders 166 and 167 and the cor-, responding valves 162 and 163 are respectively the ports 170 and 171.

1.72 and 173 represent passages for the admission of a suitable fuel, such as gasolene or other hydrocarbon or combustible; 174 and 175 represent corresponding valves to control said fuel, and 176 and 177 valves to regulate the admission of air at atmospheric pressure into the suction sides of the respective compression cylinders 166 and 167.

Referring now more particularly to Figs. 1, 2 and 3, on the shaft 152 is mounted the pinion 178, into which meshes the two pinions 179 and 180, mounted respectively on the valve stems 181 and 182 of the valves 163 and 162. Also mounted on these valve stems respectively are the pinions 183 and 184, which mesh with the corresponding pinions 185 and 186 rigidly secured to extensions 187 and 188 of the compressing pistons 165 and 164 respectively.

The operation of the engine so far de scribed is as follows :'Fuel being admitted through the passage 173 and air admitted past the valve 177 into the compression cylinder167, if the shaft 152 and main piston 153 is rotated by outside power the pinion 178 on said shaft will rotate the pinion 1.79; thereby rotating the valve 163 and through the pinions 183 and 185 and the extension.

187 will also rotate the compressor piston 165, which will thereupon compress said air and fuel in the port 171. This port registers with the port 189 in the admission valve 163, see Fig. 4, but does not register with any of the rows of perforations 190, 190, 190'", 190'. etc, in the valve 163, Figs. 2 and 4.

The said perforations, however, are adapted to register with the port 191 leading into the cylinder 151, as best shown in Fig. 2. The

scri ed, and without any connection with an 1 air compressor; but' I prefer to join it'with port 189, however, does not register with the port 191, owing to the solid metal 189, which prevents such registry, as. best shown in Fig. 2. It results directly from this construction that the air and fuel gases are compressed in the port 171, during substantially an entire revolution of the valve 163, and that therefore since the cubic volume of the gas space in the cylinder 167 is so much greater than the volume of the compression port 171, said gases being readily compressed to the i nition oint before they are admitted into t e insi e space 163 of the valve 163. After said uses are ignited, however, they pass into sai valve and are continuously admitted for a littleover a half revolution of said valve through the rows of perforations 190, 190, 190 and 190" etc.,

into the port 191., From this latter port they of course pass into the cylinder 151, and therefore act upon the piston 152, as will now be described. .When the port 189 of the valve 163 has moved in a direction-against the hands of a watch, as seen in Fig. 4, or upward into register with the port 171, the piston 153 will have turned in a direction with the hands of a watch a correspondingangular distance, so that its line of contact with the interior ofthecylinder 151, will be to the right as seen in Fig. 4: of the port 191. Therefore, the ignited gases will be delivered to the left ofsaid line of contact and the said piston will be continuously turned in the direction of the hands of a watch, as seen in Fig. 4. The propelling gases, however, will be cut off after a little more than a half revolution of the piston, by reason of the lines ofperforations in the valve 163 extending only about 180 around said valve, asabove described, and therefore for the remainder of the revolution of said piston, the gases will be used expansively. The rope ling gases are finally exhausted throug the passage 157. While the above operation is taking place, the valves 174 and 176 are closed, and the piston 164. and valve 162 are rotated as idlersf This engine of course could be operated enerate power, in the manner just dea rotary compressing engine as will now be described.

Mounted on the shaft 152 is also the piston 193, revolvin .in the cylinder 194 provided with the a utments 195 and 196 as shown. Above the abutment 196 are the spring controlled valves 197 and 198, see Fig. 2, which are connected, when the abutment is down, by the assage 199, as best F ig. 6, and in dotted 1 and 6,'which valves, when the saidabutment 195 is down, are likewise connected by a passage, not shown, but which is a dupll I cate of passage 199.

Leading from passage 199, Figs. 2 and 6,

is a channel 203, which leads over acrossthe compressor to the interior 163' of the valve 163, and leading from the other, passa e,

not shown, but which is located above t e.

.valve- 162. I Leading from the valve 197 to a compressed air reservoir, 204 is a..pipe

204,.as shown in Fig. 6, and leading. from the corresponding valve 200, Fig. 1, to said re'servoir, is a correspondingpipe. 205; leading from said reservoir to the engine is a pipe or: channel 206, Fi s. 1 and 4, while 207 represents an 'aii finta a for the compressor.

The'operation of the combined compressor and engine so far described is as follows The shaft 152 being turned by the engine in the direction with the hands-of a watch,

and by the means above described, the coinpressor piston 193 will be turned in the same direction and force and compress the air sucked inthrough' the channel 207, into and in the passage 199 abov'e'the abut 196.

This compression will .continumu tif the valve 198 lifts and thereby-opens communication with the passage 203, andthe interior 163 of the valve 163. The compressed air thus delivered to the valve 163 under a very high pressure, serves to furnish additional oxygen to keep up the combustion in said va ve and there yincreases the temperature of the gases and therefore the pressure thereof.

In addition to this the said compressed air so delivered to said valve further constitutes anextra suppl of fluid under pressure entering; the cylinder 151. When the back pressure on the valve 198 from the passage 203 is sufiiciently great to prevent the same from lifting, then the valve 197 will lift and the surplus com ressed air will pass into the reservoir throng the-pipe'20 l. In order to keep down the heat in the combined machine, the spaces 210 are provided, into which cooling water may be admitted, by'anysuitable means not shown.

Additional spaces are or. maybe provided around the valves 162 and 163, or around any other parts desired. Inorderto cool I the pistons, I preferably make the shaft 152 hollow, as shown, connect its channel 211. by means of perforations 212 with-the hollow interior 213 of said pistons, andadmit cooled compressed air into said channel from any suitable source and by any suitable means, not shown. In the above description of the o eration of the comhustionsengine and of t e com- --p1essor, tl1e pistons have been running in only one directiombut each machine is capable of running equally as well in the opclosed.

If the engine is not to be used with a compressor, it is only necessary to close the valves 175 and 177, to open the valves 174 and 176, and to rotate said engine by outside power until ignition of the fuel and air. takes place in the port 170, by reason of the compression the mixture receives through the rotating piston 164, all as above described in connection with the corresponding parts on the other side of said engine. WVhen ignition occurs, the products of combustion will pass into the interior 162' of the valve 162, through the perforations shown, and into the port 215, in the manner set forth in connection with valve 163; and from the port 215, said products will pass into the cylinder 151 and .turn the piston 153 in a direction opposite to that of the hands of a watch. Of course, it will be understood that the port 216 of the valve 162 is a duplicate of the port 189 of the valve 163, and that it acts to cut off the gases and to cause them to be used expansively in the cylinder 151 precisely as did the said port 189. Of course, before the piston begins to revolve, the exhaust valve 159 must be closed and the exha ust valve 160 opened, so that the expanded gases may exhaust out of the pipe 156. In order to accomplish this, there is provided a reversing lever 217, Fig; 3, to which is attached the links 218 and 219, joined to the levers 220 and 221, attached respectively to the valves 159 and 160. Upon raising this lever to the position shown in Fig. 3, thevalve 159 will open, as shown in Fig. 4, while the valve 160 will close. Upon reversing the lever, the valve 159 will close and the valve 160 will open, as will be readily understood. Also, attached to said lever 217 are a pair of rods or bars 225 and 226, to the upper ends of which are connected the spring rods 227 and 228, respectively attached to the abutments 168 and 169, in the compressing cylinders 166 and 167'. Upon operating said lever 217, the said abutments will likewise be reversed in the said cylinders. Therefore, thereversing lever being lowered, if the products of combustion are admitted into the cylinder 151 in the manner just described, and to the right of the line of contact of the piston 153 with the interior of the said cylinder, said piston will continuously rotate in a direction reverse to that first described, and the valve 163 and piston 165 will run as idlers. If the compressor is used in connection with the engine, the reversing lever 229 is thrown to the right, as seen in Fig. 5, which will cause the abutment 196 to lift and the abutment 195 to lower, through the connections 230, 231 and 232,- 233 respectively, owing to the fact that the spring rods 231 as will be readily understood and 233 are connected with the pivots of said abutments, as shown. On the compressor head 234 are two lugs 235 and 236, over which respectively pass two catches 237 and 238, controlled by the grips 239 and 240, as shown, and serving to hold the said lever into whichever position it might bethrown. After the positions of the abutments, as seen in Figs. 5 and 6, are reversed in the manner just described, the engine will, be also reversed, as above set forth, and the com pressor piston 193 will continuously suck in the air throughthe channel 207 and compress it in the channel, not shown, above the abutment 195 which will now be down and contacting with the said piston 193, and therefore leaving such channel open. The air so compressed will be fed to and past the valve 201, into the channel or passage 204, and thence into the hollow interior 162' of the valve 162, in the manner described above, in connection with the valve 198 and channel 203 and valve 163. In the valve 162 the compressed air supplies additional oxygen for combustion, and additional compressed fluid for the cylinder 151, all as above set forth. And any surplus air that might be compressed is passed into the reservoir through the valve 200 and pipe 205, as will be readily understood from the foregoing. When there is a supply of compressed air in the reservoir, said air may be used as the source'of outside power to start the engine in either direction, as will now be described, or of course said engine may be started by other means.

245 and 246 represent valves controlling the admission of compressed air in the pipe 206 respectively to the valves 162 and 163, so if the valve 245, for example, is opened and the piston 153 turned counter-clockwise until the port 216 registers with the port 17 O, the other parts having been adjusted to their proper positions, then the compressed air from the reservoir will pass down the pipe 206 through said valve 162, the rows of perforations therein, through the port 215 and continuously turn the piston, until the fuel and air compressed in the port 170 ignites, when the valve 245 may be closed, and the engine operated as above described.

Should the piston 153 of the combustion engine for any reason stop on a dead center and thereupon fail to reverse, it is only necessary to press down on one of the levers 250 or 251 controlling the valves 197 and 200, and therebypermit the compressed air "ate the engine. To prevent the valves 198 anything cause the engine te -temporarily be unfit for-use, the air compressor may be run alsfla motor'so long as compressed air is availa e. chines are used on a car or automobile, when going down hill the engine may be shut off, when the momentum Wlll cause the air compressor to store up energy in the reservoir, which energy, of. course, may be later utilwed in the manner, above described'tooperand 201 from lifting in such case, and admittmg the com ressed air to the engine the may be supp led with any suitable contro ing means, such as the levers 255 and 256 shown.

In addition to the above the air compressor may be used as a brake for the veicle, by merelyholdingthe valve 198 or 201, as the case. may be, to its seat and thereby cutting ofi communication with the engine; the increasing pressure of the air in the reservoir will thereu 1011 ofier more'and.

more 0 position to the igdthtion of the parts. The e ect may be increased by holding 0 en the admission to said reservoir; but if a slower action is required, the valve 198 or 201 may be released and the-surplus air allowed to pass through the engine.

The abutment 161, shown in detail in Figs. 7 and 8, is provided with the curved shoe 260 pivoted on the circle 261, and is further. provided with the spring pressed packing plate 262 best shown in Fig. 8. At the bottomof this plate is the triangular spring pressed packing piece 263, and above said piece 262 extends the abutment 161 to hold said piece in position, as-shown. In

operation the curved shoe accommodates itselfto the surface of the revolving piston by reason of its pivot, the piece 262 prevents leakage at the end, while the piece 263 prevents leakage at the bottom of said piece 262. Furthermore, the pressure coming through the -oort 191, for example, presses said shoe tig t against thesujrface of the piston, as' well as the, portion 161 tight is to against the OPPOSltQ/W'Hll of the slot in which it fits. The yifi'ding joint 261 therefore greatly aids in causing all parts to fit gas tight.

Of course, changes in the operation, in the details of construction and in the arrangement of parts may be readily made by'those skilled in the art Without departing from the s irit of this invention, and therefore it e understood that the invention is not to be limited to the exact details set forth.

What I claim is 1, In a combined internal combustion and air compressing machine, the combination of means for supply ng -a mixture of air and fuel; means for ''dmpress'ing the sameup to the point ofigmtmn; a cyl1nder ;-'-'a valve for controlling the admiss on of the lgnlted Likewise when these combined ma pressed air to said valve before said-mire .is nlaced; a shaft onwhich the same is sewn mixture to said cylinder; and means for feeding compressed air to said mixture, be-

fore it is admitted to said cylinder, substan-tially as described. 2. In a combined internal combustion air compressing machine, the combination of means for supplying a mixture of air and fuel; a rotating compressing engine into which said fuel is passed and compressed up to the point of ignitibn; a rotary hollow valve adapted to receive said ignited mixture; a cylinder; a piston in the same; a

port communicating between said valve and cylinder; and means for delivering comture is passed to said cylinder, substantially as described. 3. In a combined' -interna1 combustion and air com ressing machine, the combination of means or supplying a mixture of air and fuel; a rotating compressing engine into which said fuel 18 passed and compressed up to the point 'of'ignition; a rotary hollow valve adapted to receive said i ited mix-' ture; a cylinder; a piston in t ;e same; a shaft on which .said iston is mounted; a compressing engineriven by said shaft;.

-a port commun cating between said valve and cylinder; and 'iieans for delivering compressed air from said compressing engine to said valve before said mixture is passed to mounted; a valve 5 connections between saidv shaft and valve; a supply of combustion products under pressure for said valve; com- 'm1inicating means between said Valve and cylinder; and means for supplying compressed air to said valve in addition to said products, substantially, as described.

l 6. In a combined internal combustien engine and air compressor, the combination of a piston; a shaft on which the same is mounted; an air compressor driven by said-- shaft; a valve; connections between said shaft and valve; a supply ofcombu'stmn products under pressure for sa1dvalve; and means for supplying compressed air from said air compressor to said valve in addition to said products, substantially as described.

Ti combined internal combustion. and air compressing nachine, the combination, of

means for supplying a mixture of" ,1 a

fuel; a rotary compressor for compressing said mixture to the point of ignition; a rotary valve for receiving the products of combustion from said compressor; a cylinder; a piston in the same; a shaft on which said piston is mounted; connections between said shaft and compressor; means for rotating said valve from said shaft; a compressing engine on said shaft; a port between said valve and cylinder; and a passage between said con'ipressing engine and said valve for may be compressed; and a valved channel I connecting said passage with said rotary valve, substantially as described.

9. In a combined'intetnal combustion and air compressing machine,l the combination of a shaft; a plurality of pistons mounted on said shaft; a plurality of cylinders surrounding said pistons; an abutment in each of said cylinders adapted to contact with said pistons; a rotary lyalve for controlling the admission of compfefssedvfluid to one of said cylinders; conne' ctions between said valve and said shaft; {a passage above the abutment in the other cylinder in which air may be compressed; a spring controlled valve abovesaid passa'g'e; a pipe controlled bysai'd valve adapted to lead the said compressed air toa point of storage; and a -.,valv ed channel connecting said passage with said rotary valve, substantially as described.

10. In a combined internal combustion and air compressing machine, the combinati on of a shaft; a plurality of pistons mounted on said shaft; a plurality of cylinders surrounding said pistons; an'abutment in each of said cylinders adapted to contact with said pistons; a rotary valve for-controlling the adinission of compressed fluid to one of said cylinders; a compressing engine adapted to deliver compressed fluid into saidvalve; connections betweensaidvalve and said shaft; connections between said shaft and said compressing engine; a passage above the abutment in the other cylinder in which air may be compressed; and a valved channel connecting said passage with said rotary valve, substantially as described.

11. In a combined internal combustion and 3.1! compressing machine, the combination of a cylinder; a piston; a shaft; a rotary valve driven by said shaft and controlling the admission of fluid to-said cylin- -der; an air compressing engine mounted on said shaft and having a pas'sage in which the air may be compressed; valve above said passage controlling the admission of air to a reservoir; another valve in said passage controlling the admission of air to said rotary valve; a pipe adapted to connect said rotary valve and said reservoir; and a valve controlling the adinission'of air through said .pipe, substantially as described.

12. In a combined internal combustion and air compressing engine adapted to be mounted on a vehicle, each provided with rotary pistons mounted on a common shaft; a pipe adapted .to lead compressed air ,from said.

compressing engine to a reservoir; a pipe adapted to lead compressed air from said reservoir to said internal combustion engine; and means whereby the fuel of said engine may be shut off when the vehicle isrunning down hill and the compressing engine permitted to store up energy in said reservoir through'the momentum of said vehicle, substantially as described.

13. In a combined internal combustion and air compressing engine adapted to be mounted on. a vehicleT'e a'ch provided with rotary pistons mounted on a common shaft; a valved pipe adapted to lead compressed air from said compressing engine to a reservoir; a valvedpipe adapted to lead compressed air from said reservoir to said internal combustion engine; a valved passage connecting said compressing and combustion engines; means for holding said passage closed at will; and means whereby the fuel of said engine may be shut off when the vehicle is running down hill and the compressing engine permitted to act as a brake and to store up energyin said reservoir through. the momentum of said vehicle, substantially'as described.

14. In a combined internal combustion and air compressing engine adapted to be mounted on a vehicle the combination of a valve 163 with whlch said combustion engine is provided; a passage 199 with which said compressing engine is provided; a channel 203 with which both engines are provided and adapted to connect said valve with said passage 199; a common shaft on whicheach engine is mounted; means adapted to store up compressed air leading from said compressing engine; a valve associated with said means; means for opening said valve; and means for shutting off the fuel supply of said combustion engine, whereby when the vehicle 15 running down hill, said valve may be opened and said compressor used as a brake for said engine, substantially as de scribed.

In a combined nternal combustion and air compressing engine adapted to be mounted on a vehicle, a common shaft on which combination of a'shaft; a cylinder; a piston on said shaft; a fuel and air supply; means for compressing said fuel and air to the I point of ignition; a rotary valve into which said compressing means delivers; means for delivering compressed air to said valve; and

a connection between said valve and said cylinder, substantially as described. v

17. In an internal combustion engine, the combination of a shaft; a cylinder; a'piston on said shaft; a fuel and air for compressing said fuel and air to the point of ignition; a rotary valve into which whereby said compressing means dellvers; gearing between said shaft and said valve and compressing means; means for delivering comressed air to said valve; and a connection etween said valve and said cylinder, substantially as described.

1 8. In a reversible internal combustion engine, the combination of duplicate air and;

fuel supplies; duplicate compresslng engines for said air and fuel adapted to compress the same to the point of ignition; duplicate rotary valves for receiving the ignited air "and fuel; connections for driving said valves and said com ressing engines from said shaft; a cylin er;,connect1ons-between said valve and cylinder; duplicate exhaust passages from said cylinder; valves in each of said passages ;'means for opening one valve and closing the other at will; and means either supply of fuel may be shut off and theother turned on when it. is de supply; means sired to reverse the engine, substantially as described.

19. In a reversible internal, combustionial) engine, the combination of duplicate air and fuel supplies; duplicate compressing engines for saidlair and fuel adapted to compress the same tothe point of ignition; dupllcate rotary valves for receiving the ignited air and fuel; connections'for driving said valves and said compressing engines from said shaft;-a cylinder; connections between said valve andcylinder; duplicate exhaust passages froin said cylinder; valves in each of said passages; .means for opening one valve and clos'iiigmthe other at will; means for supplyingcompressed'air iloleach of saidrotary valves; and means whereby either supply of fuel may becshut. off and th'eotlieTBS turned on when it is desired to reverse the engine, substantially as described.

20. In an internal combustion engine the combination of ashaft; a piston mounted on said shaft; a cylinder in which the piston is located; a fuel supply; means for compressing-said fuel to the point of ignition; a rotary valve; a connection between said valve and said compressing means, and said yalve being driven'from said shaft and provided with means whereby "the propelling gases are caused to be used expansively in said cylinder, substantially as described.

21. In an internal combustion engine the combination of a cylinder; a fuel supply';

'2 means to compress said fuel to the point of ignition; a rotary valve; a connection'between said ,valve and said compressing means, and said valve controlling the adml'S- sion of gases thereto and providedwith means for causing said ases to be used ex,--

pansively in said cylin described.

I In testimony whereof, affix my in presence of two witnesses.

WARD nIsLE' I er,substant-ially as signature,

Witnesses T; A. WITHERSPOON,

FRANK A. HARRIson 

